R A I LT R AC K - The Railways Archive

Route characteristics
DESCRIPTION The East Coast Main Line (ECML) is the high-speed link
between London, Yorkshire, the North East and Scotland, and carries Britain’s
fastest train service. It handles cross-country passenger services and carries
considerable freight and mail traffic. The lines routinely cater for 1,900 passenger
trains, 200,000 passengers and 250 freight trains each day.
The route is pri m a ri ly a two - t rack ra i lw ay with four tracks in certain sections
south of the Scottish border. The fast lines are genera l ly designated for 125mph
running, with the slow lines at 70–80mph. The route is electri fied throughout.
MAJOR STATIONS
Edinburgh Waverley We have continued to invest in a number of shortterm
projects aimed at improving facilities at the station. It has been made more
environmentally friendly by the segregation of pedestrians from road vehicles
while at the same time improving retail outlets. The passenger waiting area has
been restored including the cupola which received a special mention in the Ian
Allan Heritage Awards.
Our predictions for the growth of train services at Edinburgh indicate that
significant alteration will be required to the track and signalling throughout the
station area, providing more and increased flexibility to platforms. This can only
be accomplished by major alterations to the fabric. We propose to redevelop
the station while preserving its historic character to provide Edinburgh with a
modern structure befitting a capital city. We are working with all interested
parties to achieve this goal.
Route vision
With the level of passenger traffic in the country at its highest for 40 years, and
freight traffic growing, our vision is to develop extra capacity and reduce journey
times. We have taken the decision to develop the route to carry more passenger
trains, faster trains and more freight services. To deliver this, we will separate the
high-speed passenger trains from slower trains by creating a four-track railway for
much of the route. This will include a second parallel railway to the ECML which
will serve as a freight priority route. Our aim is to deliver a three-and-a-half-hour
journey time from London to Edinburgh by 2003/04 for 125mph tilting trains.
These improvements will also benefit through services to Glasgow, Aberdeen
and Inverness. The key flat junctions on the route will be replaced by flyovers and
chord lines to separate the traffic flows. Level crossings, track, and signalling
systems will be upgraded to enable train operators to use tilting trains. The
separation of slower and faster moving trains will allow for the possibility of
raising train speeds to 140mph, reducing journey times even further.
London King’s Cross London King’s Cross is a highly complex location. It
i nvo l ves interchange with London Underground, Thameslink services and St
Pa n c ras Station. This will be further complicated when the Channel Tunnel Rail
Link is completed creating international and domestic services at St Pa n c ra s
station. In recognition of the expiry date of the tempora ry planning consent fo r
the concourse at the front of the trainshed, we are making significant progress to
prepare a Development Control Plan. This will aim to address the key interchange
interfaces and to provide the station with the operational capacity needed to
satisfy the forecast growth on routes served by this station. In addition, we are
seeking to incorp o rate identified customer- r e a s o n a ble requirements, including new
waiting lounges, a travel centre, ticket gates and train operator staff
accommodation needs.
BOTTLENECK ANALYSIS Our 1998 NMS identified the London–Newcastle
portion of this route as close to capacity through projected growth in train
movements. We have undertaken a detailed analysis of both market growth
projections and the options for capacity enhancements to handle these
projections. Our conclusions are drawn together in our upgrade scheme for the
ECML set out in this route strategy. In addition, the Leeds area which interfaces
with this route, is similarly constrained. Our upgrade scheme for Leeds is set out
in Route 8.
A parallel can be dr awn between our plans and the conversion of the A1 of
20 years ago, with flat junctions and roundabouts into a motorway with grade
separated junctions and extra lanes.
The development of the route in this manner will also encourage the
development of local networks, which are currently constrained by the capacity
of the main line. For example, it would be possible to open a new route in
parallel to the present main line between Newcastle and Middlesbrough. This
would provide the opportunity for a new local service and enable new stations
to be opened in County Durham and Washington.
To support these network developments, we plan to enhance significantly
the environment and facilities at all key stations. We are evaluating the
opportunities to provide integrated transport facilities through new ‘parkway’
stations, new local stations and better multitransport interchanges.
In summary, passengers and freight users will enjoy a wider choice of trains,
shorter and more punctual journeys, and better accessibility.
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